EP1630381B1 - Système d'admission d'air avec canaux d'admission à longueur à réglage continu et procédé pour changer la longueur de cette canaux d'admission - Google Patents

Système d'admission d'air avec canaux d'admission à longueur à réglage continu et procédé pour changer la longueur de cette canaux d'admission Download PDF

Info

Publication number
EP1630381B1
EP1630381B1 EP04104052A EP04104052A EP1630381B1 EP 1630381 B1 EP1630381 B1 EP 1630381B1 EP 04104052 A EP04104052 A EP 04104052A EP 04104052 A EP04104052 A EP 04104052A EP 1630381 B1 EP1630381 B1 EP 1630381B1
Authority
EP
European Patent Office
Prior art keywords
internal combustion
combustion engine
intake
baffle device
engine according
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP04104052A
Other languages
German (de)
English (en)
Other versions
EP1630381A1 (fr
Inventor
Torsten Kluge
Vanco Smiljanovski
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Ford Global Technologies LLC
Original Assignee
Ford Global Technologies LLC
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Ford Global Technologies LLC filed Critical Ford Global Technologies LLC
Priority to EP04104052A priority Critical patent/EP1630381B1/fr
Publication of EP1630381A1 publication Critical patent/EP1630381A1/fr
Application granted granted Critical
Publication of EP1630381B1 publication Critical patent/EP1630381B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
    • F02M35/10026—Plenum chambers
    • F02M35/10039—Intake ducts situated partly within or on the plenum chamber housing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0205—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the charging effect
    • F02B27/0215—Oscillating pipe charging, i.e. variable intake pipe length charging
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
    • F02B27/0231—Movable ducts, walls or the like
    • F02B27/0236—Movable ducts, walls or the like with continuously variable adjustment of a length or width
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
    • F02B27/0247—Plenum chambers; Resonance chambers or resonance pipes
    • F02B27/0263—Plenum chambers; Resonance chambers or resonance pipes the plenum chamber and at least one of the intake ducts having a common wall, and the intake ducts wrap partially around the plenum chamber, i.e. snail-type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10091—Air intakes; Induction systems characterised by details of intake ducts: shapes; connections; arrangements
    • F02M35/10118—Air intakes; Induction systems characterised by details of intake ducts: shapes; connections; arrangements with variable cross-sections of intake ducts along their length; Venturis; Diffusers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10242—Devices or means connected to or integrated into air intakes; Air intakes combined with other engine or vehicle parts
    • F02M35/10301—Flexible, resilient, pivotally or movable parts; Membranes
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the invention relates to an internal combustion engine with Lucasansaugkanalsystem for speed-dependent continuous variation of the length I 1 of the individual intake ducts leading to the supply of the internal combustion engine with combustion air or fresh mixture on the one hand to a cylinder of the internal combustion engine and on the other hand open into a sump of the air intake duct system.
  • the German patent application DE 195 28 014 A1 describes an intake system for an internal combustion engine with adjusting members for changing the effective intake pipe length.
  • the adjusting members are designed as covers which can be rotated about an axis.
  • the DE 195 28 014 A1 describes an air intake duct system in which the intake pipe length is varied by means of a rotatable rotary body.
  • the European patent application EP 0 571 894 A1 The object of the invention is an air intake duct system in which the length of the intake duct leading to a cylinder of an internal combustion engine is varied by changing the inlet opening of this intake duct placed in a collecting tank by pivoting a duct end segment, ie increasing or reducing it.
  • the hot exhaust gases are expelled through the exhaust ports of the combustion chamber in the exhaust tract and fresh combustion air optionally together with already injected fuel is sucked in via the inlet openings of the combustion chamber from the intake tract.
  • the pressure of the gaseous medium varies along the flow path in the exhaust pipe or intake. Such local pressure disturbances propagate in gaseous media as waves, ideally as sinusoidal waves.
  • a propagating with the speed of sound wave is reflected at the end of the exhaust pipe or the intake passage. This results in different reflection conditions for open and closed pipe ends. While an overpressure wave is reflected at a closed tube end as a pressure wave, it comes at an open tube end to a phase shift of 180 °. As a result, an underpressure wave arriving at the open end of the pipe is reflected as an overpressure wave. Accordingly, a pressure wave at an open tube end is reflected as a vacuum wave. The flow in the tube then results from the superposition of the leading and reflected wave.
  • the length of the exhaust pipe can be chosen so that the discharged during opening of the exhaust valve in the exhaust pipe pressure peak at the open end of the pipe is reflected and the reflected vacuum wave arrives at the outlet of the combustion chamber shortly before the exhaust valve closes so that the additional vacuum evacuates the combustion chamber d. H. assisted by the piston initiated expulsion of the exhaust gases.
  • the intake can be designed in such a way that towards the end of the intake stroke arrives at the inlet port, a pressure wave, which leads to a compression and thus to a certain reloading effect.
  • the required overpressure wave is generated by reflection of the beginning of the suction - when the inlet valve opens - discharged into the intake manifold or in the intake manifold negative pressure wave at the open end of the intake passage.
  • the intake duct must be tuned in its length.
  • the length l 1 of the tuned intake duct is as follows: l 1 ⁇ a / 6 ⁇ n respectively. l 1 ⁇ 1 / n with a as the speed of sound and n as the speed.
  • Saugrohrabrien affects only in a very limited speed range advantageous, at high speeds, a rather short intake manifold and at low speeds, a longer intake manifold is required.
  • the US 2003/0233992 A1 describes an air intake duct system in which a half-pipe piece is rotatably mounted in a collecting container and can be switched between two positions. In a first position, this first movable half-pipe piece, together with a second stationary half-pipe piece, which is incorporated in an outer wall of the collecting container, forms a suction inlet channel, which serves as an extension of the actual intake channel opening into the collecting container. In the first position, the intake passage, which in this position encompasses the intake intake passage, has its maximum overall length l 1, max .
  • the suction inlet channel formed by the two half-pipe sections in the first position is to some extent dismantled or opened, whereby the total length of the intake channel is reduced by the length of the suction inlet channel which is then no longer present. Consequently, in the second position, the intake passage has its minimum length l 1, min .
  • Another approach according to the prior art therefore consists in air intake duct system with continuously adjustable in length intake ducts.
  • the intake ducts are multi-part ie modular constructed in the way that a first movable part of the pipe section telescopically engages in a second stationary part of the pipe section and is slidably mounted in this second part of the pipe section.
  • a first movable part of the pipe section telescopically engages in a second stationary part of the pipe section and is slidably mounted in this second part of the pipe section.
  • each intake duct leads to a cylinder of the internal combustion engine and, on the other hand, discharges via an inlet opening into a collecting container of the intake tract.
  • the length of the intake passage is increased or decreased.
  • a disadvantage of these air intake duct systems in turn, the large adjustment paths. the large angle of rotation to ensure a variation or tuning the intake manifold in the entire speed range. These large angles of rotation, especially in city traffic, together with the necessary high angular accelerations lead to large mass forces. In addition, these systems are also very complex and expensive.
  • a variable in length Ansaugein Spotifyskanal is formed in the reservoir by means of a movable guide and fixed walls.
  • the individual intake pipe is infinitely variable in speed as opposed to stepwise switchable intake pipes.
  • the sucked combustion air or the sucked fresh mixture is removed from the sump and enters the variable suction inlet channel.
  • the suction inlet channel is flowed through, wherein the flow is guided by the stationary walls and the guide to the outlet opening of the collecting container. Starting from the outlet opening closes downstream of the non-adjustable portion of the intake passage, so that the total length l 1 of the intake passage composed of the length of this non-adjustable portion and the length l 2 of the variable Ansaugeinlingerskanals.
  • the length l 2 of the variable suction inlet channel is varied by pivoting the guide, the total length l 1 of the individual intake passage can be adjusted by pivoting the guide.
  • the intake intake passage is opened further by pivoting the guide, i. the guide device is pivoted in such a way that the flow cross-sections of the suction inlet channel, which are delimited by the guide device and the fixed walls, increasingly increase in the direction of entry into the suction inlet channel.
  • the enlargement of the flow cross sections has two effects.
  • the vacuum wave coming from the inlet openings of the individual cylinders during the charge change is reflected earlier by shortening the intake duct, which is expedient with increasing speed.
  • the cylinder filling, as larger flow cross-sections represent a lower flow resistance for the then required air or fresh mixture masses.
  • the intake passage can be extended by the Ansaugeintrittskanal is further closed by pivoting the guide d. H. the guide device is pivoted in such a way that the flow cross-sections of the suction inlet channel decrease in the direction of entry into the suction inlet channel.
  • the reduction of the flow cross sections has two effects.
  • the negative pressure wave coming from the inlet openings of the individual cylinders during the charge change is reflected later by lengthening the intake duct, which is expedient with decreasing rotational speed.
  • the amplitude of the reflected overpressure wave can be influenced by a further reduction of the flow cross section. Because while the duration of the pressure wave in the intake pipe depends on the length of the intake pipe, the Amplitude of the pressure wave determined by the cross section of the intake pipe, wherein the flow velocity increases with decreasing flow cross-section, whereby the amplitude increases. In this way, even at low speeds, a high pressure amplitude can be achieved for a sufficient Nachlade bin.
  • the object underlying the invention is achieved by the internal combustion engine according to the invention, namely to provide an internal combustion engine with Lucasansaugkanalsystem that makes only small adjustment angle for tuning the intake manifold in the entire speed range required compared to conventional systems.
  • An actuator to be provided for adjusting the suction pipe or the guide can therefore have a lower power than is customary in conventional air intake duct systems.
  • the guide between a first working position in which the intake passage has a maximum length l 1, max , and a second working position in which the intake passage has a minimum length l 1, min is pivotable, wherein the guide when changing from the first working position to the second working position an angle ⁇ sweeps with ⁇ ⁇ 90 °.
  • the first working position corresponds to the already described above closed position of the guide, whereas the second working position corresponds to the fully open position of the guide.
  • Embodiments of the internal combustion engine in which ⁇ ⁇ 60 °, preferably ⁇ ⁇ 45 ° or ⁇ ⁇ 30 °, are particularly advantageous.
  • an air intake duct system is explained that is operated with an adjustment angle ⁇ ⁇ 30 °.
  • the size of the adjustment angle depends essentially on the shape of the guide. If the guide has a sufficiently long basic shape, large changes in length of the intake manifold can already be achieved with low adjustment angles, so that the entire speed range can already be covered with small adjustment angles.
  • embodiments of the internal combustion engine are advantageous in which the guide device has a substantially elongated basic shape.
  • variable intake intake passage substantially forms the intake passage upstream of the discharge port and the passage section located downstream of the discharge port substantially the non-adjustable section of the intake passage.
  • the side facing the flow of the guide is curved, wherein the side facing the flow of the guide is preferably formed convex.
  • the at least one further stationary wall, which is provided together with the guide device for forming the suction inlet channel, preferably has a shape corresponding to the convex side of the guide device.
  • Embodiments of the internal combustion engine in which the guide device is designed as a hollow body are advantageous.
  • This embodiment is advantageous because a hollow guide device has a low dead weight, whereby the moving or moving masses are reduced, which has a favorable effect with respect to the adjustment forces and the mass forces caused by the adjustment.
  • Embodiments of the internal combustion engine in which the guide device can be controlled or pivoted by means of the engine control system are advantageous.
  • the tuning of the suction tube and thus the pivoting of the guide is speed-dependent.
  • the engine control of an internal combustion engine is usually connected to a crankshaft sensor, which provides information about the position of the crankshaft as an input signal to the engine control.
  • the fixed, arranged on the internal combustion engine crankshaft sensor detects signals from a ring or ring gear, which rotates with the crankshaft and can be provided for example on the flywheel.
  • the signal generated by the crankshaft sensor is required by the engine controller to calculate the speed and angular position of the crankshaft.
  • This data requires the engine control, for example, for the calculation of the ignition timing, the fuel injection and the amount of fuel under all operating conditions of the internal combustion engine, the knowledge of the speed is the most important information that is generated by means of the crankshaft sensor.
  • This engine speed information already known about the speed can be used to control the guide together with a stored in the engine control for Saugrohrabrien map, which reproduces the relationship between tuned intake manifold and speed.
  • Embodiments of the internal combustion engine in which an outer wall of the collecting container forms the at least one further fixed wall provided in the collecting container are advantageous.
  • the integration of the at least one further wall in the outer wall of the collecting container reduces the number of components by already existing boundary walls or boundary surfaces are used or this boundary walls is assigned a dual function, namely on the one hand to form the sump and on the other hand form the variable suction inlet channel. This not only leads to a weight reduction of the air intake duct system, but also to a reduction in manufacturing costs, since the at least one further wall already considered in the manufacture of the collecting container, i. can be integrated.
  • Embodiments of the internal combustion engine in which the suction inlet channel formed by the guide device and the at least one further stationary wall has a substantially rectangular flow cross section are advantageous. Such a cross-section allows simpler, less complex component structures or component geometries, in particular the guide and the collecting container.
  • suction inlet channel formed by the guide and the at least one further stationary wall has a substantially oval flow cross-section.
  • An oval cross section has fluidic advantages.
  • Embodiments of the internal combustion engine in which each cylinder of the internal combustion engine has an intake duct with a separate collecting container and with a guide arranged in this collecting container are advantageous.
  • the individual cylinders or the individual intake ducts are decoupled.
  • the sucked through the individual intake ports flows can not affect each other adversely.
  • the respective cylinder can only suck in via the collecting tank associated with its separate intake channel. A suction of air or fresh mixture from another intake passage is suppressed.
  • embodiments of the internal combustion engine in which the intake passages of the internal combustion engine having n cylinders open into a total collecting container in which a guide device or n guide devices are provided are also advantageous.
  • only one collecting container is needed.
  • this one collecting container must then be formed in such a way that the individual intake ports can not communicate with each other during the staggered charge exchange, which is achieved by introduced partitions.
  • Embodiments of the method in which the guide device is pivoted in the manner that the length l 2 of the variable suction inlet channel and thus the total length l 1 of the intake channel decreases are advantageous.
  • This process variant takes into account the fact that with increasing speed smaller intake manifold lengths are needed to achieve a sufficient Nachlade bin.
  • embodiments of the method are also advantageous in which the guide is pivoted with decreasing speed in such a way that the length l 2 of the variable intake passage and thus the total length l 1 of the intake increases because lower speeds require longer suction tubes.
  • FIG. 1 schematically shows an air intake duct system 1 for an internal combustion engine in section.
  • This air intake duct system 1 has a collecting container 2, in the combustion air or fresh mixture to supply the internal combustion engine via the inlet opening 3 occurs to then, after passing through a variable in length Ansaugeinerieskanals 8, 8 "to leave the sump 2 via the outlet opening 4.
  • the collecting container 2 is fastened in the region of the outlet opening 4 on the cylinder head of the internal combustion engine. After passing through the variable in length Ansaugeintrittskanals 8, 8 ", the flow is passed downstream in a non-adjustable length in the section 11 of the intake passage and leaves the sump 2 through the outlet opening 4.
  • the total length l 1 of the intake channel results from the sum of Length of this non-adjustable portion 11 and the length l 2 of the variable suction inlet channel 8, 8 ".
  • the non-adjustable portion 11 leads on the one hand through the cylinder head through to a cylinder of the internal combustion engine and opens with its other end in the sump. 2
  • a guide device 5, 5 ', 5" is arranged in the collecting container 2, which is pivotable about an axis of rotation 9, wherein the axis of rotation 9 of the guide 5, 5', 5 "in the region of the outlet opening 4th of the collecting container 2 is arranged.
  • the duct 5,5'5 is shown in three different positions, whereby the control device located in the fully open position is identified by the reference numeral 5
  • the flow-facing side 6, 6 ', 6 "of the guide 5, 5', 5" each forms a further fixed in the receptacle 2 fixed wall 7 in the length l 2 variable Ansaugeinlingerskanal 8, 8 " illustrated embodiment, this stationary wall 7 at the same time an outer wall 10 of the collecting container 2 or in this outer wall 10 is integrated.
  • the intake duct must be shortened.
  • the Ansaugeinlingerskanal 8, 8 "by pivoting the guide 5, 5 ', 5" is opened, i. the guide 5, 5 ', 5 "is pivoted in such a way that the flow cross sections of the Ansaugeinerieskanals 8, 8", which are formed by the guide 5, 5', 5 "and the fixed walls 7, in the direction of entry into the Ansaugeinerieskanal 8, 8 "increase.
  • the distance between the side facing the flow 6, 6 ', 6 "of the guide 5, 5', 5" and the stationary wall 7 is increased.
  • the Ansaugeinlingerskanal 8 In the fully open position of the guide 5, the Ansaugeinlingerskanal 8 its minimum length l 2, min on, which is indicated by a solid double arrow. Thus, the intake duct has its minimum total length l 1, min .
  • the intake passage can be extended by the Ansaugeinlingerskanal 8.8 "by pivoting the guide 5 is further closed ie the guide 5 is pivoted in such a way that the flow cross sections of the Ansaugeinerieskanals 8, 8" out.
  • the guide device 5, 5 ', 5 can be pivoted between a first working position, in which the suction inlet channel 8" has its maximum length l 2, max , and a second working position, in which the suction inlet channel 8 has its minimum length l 2, min
  • the guide device 5, 5 ', 5 " when changing from the first working position to the second working position , covers an angle ⁇ ⁇ 30 °
  • the maximum length l 2, max of the suction inlet channel 8" is in the first working position of the guide 5 " indicated as a dashed double arrow.
  • the guide 5, 5 ', 5 “ can basically on in the FIG. 1 As a result of this further pivoting, the suction inlet channel 8, 8 "is closed further, the flow cross section continues to decrease and the flow velocity increases, as a result of which the amplitude of the overpressure wave can be increased. In this way, even at low speeds, a high pressure amplitude can be achieved for a sufficient Nachlade bin.
  • both the side facing the flow 6, 6 ', 6 "of the guide 5, 5', 5" and the stationary wall 7 a convex curvature, which is to be assessed as favorable in terms of flow guidance.
  • the guide 5, 5 ', 5 " is designed as a hollow body and has a substantially elongated basic shape, which ensures large changes in length of the intake duct with only small adjustment angles ⁇ .

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Characterised By The Charging Evacuation (AREA)

Claims (15)

  1. Moteur à combustion interne comprenant un système de canaux d'admission d'air (1) pour la variation continue dépendant du régime de la longueur l1 des canaux d'admission individuels, qui conduisent, pour l'alimentation du moteur à combustion interne en air comburant ou en mélange frais d'une part, à un cylindre du moteur à combustion interne, et d'autre part qui débouchent dans un collecteur (2) du système de canaux d'admission d'air (1),
    caractérisé en ce que
    dans le collecteur (2) du système de canaux d'admission d'air (1) est disposé un dispositif de guidage (5, 5', 5") pouvant pivoter autour d'un axe de rotation (9),
    - l'axe de rotation (9) du dispositif de guidage (5, 5', 5") étant disposé dans la région de la ou des ouvertures de sortie du collecteur (2) et du côté du dispositif de guidage (5, 5', 5") tourné vers une ouverture de sortie (4) du collecteur (2), et
    - le côté (6, 6', 6") du dispositif de guidage (5, 5', 5") tourné vers l'écoulement formant, conjointement avec au moins une autre paroi fixe (7) prévue dans le collecteur (2), un canal d'entrée d'admission (8, 8") de longueur l2 variable, de sorte que par pivotement du dispositif de guidage (5, 5', 5"), la longueur l2 du canal d'entrée d'admission (8, 8") variable et donc la longueur totale l1 du canal d'admission puisse être variée en continu.
  2. Moteur à combustion interne selon la revendication 1,
    caractérisé en ce que
    le dispositif de guidage (5, 5', 5") peut pivoter entre une première position de travail dans laquelle le canal d'admission présente une longueur maximale l1,max et une deuxième position de travail dans laquelle le canal d'admission présente une longueur minimale l1,min, le dispositif de guidage (5, 5', 5"), lors du passage de la première position de travail à la deuxième position de travail, couvrant un angle α avec α < 90°.
  3. Moteur à combustion interne selon la revendication 2,
    caractérisé en ce que
    l'on a α < 60°, de préférence α < 45°.
  4. Moteur à combustion interne selon la revendication 2 ou 3,
    caractérisé en ce que
    l'on a α < 30°.
  5. Moteur à combustion interne selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    l'axe de rotation (9) du dispositif de guidage (5, 5', 5") est disposé dans la région d'une ouverture de sortie (4) du collecteur (2).
  6. Moteur à combustion interne selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    le dispositif de guidage (5, 5', 5") présente une forme de base essentiellement allongée.
  7. Moteur à combustion interne selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    le côté (6, 6', 6") du dispositif de guidage (5, 5', 5") tourné vers l'écoulement est courbe.
  8. Moteur à combustion interne selon la revendication 7,
    caractérisé en ce que
    le côté (6, 6', 6") du dispositif de guidage (5, 5', 5") tourné vers l'écoulement est réalisé avec une forme convexe.
  9. Moteur à combustion interne selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    le dispositif de guidage (5, 5', 5") est réalisé sous forme de corps creux.
  10. Moteur à combustion interne selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    le dispositif de guidage (5, 5', 5") peut être commandé ou pivoté en fonction du régime au moyen de la commande du moteur.
  11. Moteur à combustion interne selon l'une quelconque des revendications précédentes,
    caractérisé en ce
    qu'une paroi extérieure (10) du collecteur (2) forme l'au moins une autre paroi fixe (7) prévue dans le collecteur (2).
  12. Moteur à combustion interne selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    le canal d'entrée d'admission (8, 8") formé par le dispositif de guidage (5, 5', 5") et l'au moins une autre paroi fixe (7) présente une section transversale d'écoulement essentiellement rectangulaire.
  13. Moteur à combustion interne selon l'une quelconque des revendications 1 à 11,
    caractérisé en ce que
    le canal d'entrée d'admission (8, 8") formé par le dispositif de guidage (5, 5', 5") et l'au moins une autre paroi fixe (7) présente une section transversale d'écoulement essentiellement ovale.
  14. Moteur à combustion interne selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    chaque cylindre du moteur à combustion interne présente un canal d'admission avec un collecteur séparé (2) et avec un dispositif de guidage (5, 5', 5") disposé dans ce collecteur (2).
  15. Moteur à combustion interne selon l'une quelconque des revendications 1 à 13,
    caractérisé en ce que
    les canaux d'admission du moteur à combustion interne présentant n cylindres débouchent dans un collecteur commun (2) dans lequel sont prévus un dispositif de guidage (5, 5', 5") ou n dispositifs de guidage (5, 5', 5").
EP04104052A 2004-08-24 2004-08-24 Système d'admission d'air avec canaux d'admission à longueur à réglage continu et procédé pour changer la longueur de cette canaux d'admission Expired - Lifetime EP1630381B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP04104052A EP1630381B1 (fr) 2004-08-24 2004-08-24 Système d'admission d'air avec canaux d'admission à longueur à réglage continu et procédé pour changer la longueur de cette canaux d'admission

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP04104052A EP1630381B1 (fr) 2004-08-24 2004-08-24 Système d'admission d'air avec canaux d'admission à longueur à réglage continu et procédé pour changer la longueur de cette canaux d'admission

Publications (2)

Publication Number Publication Date
EP1630381A1 EP1630381A1 (fr) 2006-03-01
EP1630381B1 true EP1630381B1 (fr) 2011-06-01

Family

ID=34929480

Family Applications (1)

Application Number Title Priority Date Filing Date
EP04104052A Expired - Lifetime EP1630381B1 (fr) 2004-08-24 2004-08-24 Système d'admission d'air avec canaux d'admission à longueur à réglage continu et procédé pour changer la longueur de cette canaux d'admission

Country Status (1)

Country Link
EP (1) EP1630381B1 (fr)

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB769041A (en) * 1954-05-06 1957-02-27 Daimler Benz Ag Improvements in induction pipes for internal combustion engines
US4274368A (en) * 1979-03-12 1981-06-23 Shaffer Donald J Tuneable intake manifold
DE3807193A1 (de) * 1988-03-04 1989-06-01 Bayerische Motoren Werke Ag Ansaugvorrichtung fuer eine brennkraftmaschine
IT1257194B (it) 1992-05-26 1996-01-10 Ferrari Spa Sistema di aspirazione a geometria variabile per un motore endotermicodi un veicolo.
DE19528014B4 (de) 1995-07-31 2010-08-12 Bayerische Motoren Werke Aktiengesellschaft Sauganlage für eine Brennkraftmaschine der V-Bauart
DE19756332B4 (de) 1997-12-18 2006-05-24 Pierburg Gmbh Luftansaugkanalsystem für eine Brennkraftmaschine
DE19830508A1 (de) 1998-07-08 2000-01-13 Pierburg Ag Luftansaugkanalsystem für eine Brennkraftmaschine
JP4344455B2 (ja) * 1999-09-03 2009-10-14 本田技研工業株式会社 エンジンの吸気及び排気制御装置
FR2811019B1 (fr) * 2000-06-30 2002-09-27 Peugeot Citroen Automobiles Sa Collecteur d'admission d'air d'un moteur a combustion interne d'un vehicule automobile comportant un conduit d'adm ission de longueur reglable
JP2003083183A (ja) * 2001-09-06 2003-03-19 Gp Daikyo Corp 管状体の流体通過断面積可変構造

Also Published As

Publication number Publication date
EP1630381A1 (fr) 2006-03-01

Similar Documents

Publication Publication Date Title
EP2228529B1 (fr) Culasse pour moteur atmosphérique et utilisation d&#39;une telle culasse
DE112012000534B4 (de) Einlass- und Auslasssystem für einen Mehrzylindermotor
DE3446377A1 (de) Ansaugvorrichtung fuer kolben-verbrennungskraftmaschinen
DE3338870A1 (de) Vorrichtung zum steuern des ladungswechsels bei brennkraftmaschinen
DE19814970B4 (de) Sauganlage
DE3711096C2 (de) Ansaugsystem für eine Mehrzylinder-Brennkraftmaschine
DE3145835A1 (de) Verfahren zum betreiben des abgasturboladers einer kolben-brennkraftmaschine und kolben-brennkraftmaschine
DE2919993C2 (de) Ansaugsystem für Mehrzylinder-Brennkraftmaschinen
DE3631124C2 (de) Ansaugsystem für eine Brennkraftmaschine
DE3232962A1 (de) Kraftstoffansaug-steuereinrichtung fuer einen motor mit vorverdichtung
EP0278117B1 (fr) Moteur à combustion du type à pistons à chargement des cylindres augmenté par résonance d&#39;alimentation en gaz frais
EP0490104B1 (fr) Procédé pour contrôler l&#39;admission d&#39;air pour moteur à combustion interne
EP1321639B1 (fr) Dispositif silencieux
DE4203507A1 (de) Auspuffsystem fuer zweitakt-verbrennungsmotoren
EP1777386B1 (fr) Système d&#39;admission d&#39;air avec conduite d&#39;admission ajustable en longueur continu et méthode pour le changement de la longueur d&#39;une telle conduite
WO2012120118A1 (fr) Silencieux conçu pour un appareil à moteur
EP1630381A1 (fr) Système d&#39;admission d&#39;air avec canaux d&#39;admission à longueur à réglage continu et procédé pour changer la longueur de cette canaux d&#39;admission
DE3232366C2 (de) Frischgasleitungssystem einer Hubkolben-Brennkraftmaschine
EP0778919B1 (fr) Dispositif variable d&#39;aspiration d&#39;air
DE102013001424A1 (de) Einlass- und Auslassvorrichtung eines Mehrzylindermotors, Verbrennungsmotor, Verfahren zum Steuern bzw. Regeln einer Luftladung dafür
EP0954686A1 (fr) Procede de regulation de la consommation d&#39;air dans le systeme d&#39;aspiration d&#39;un moteur a combustion interne et tubulure d&#39;aspiration pour mettre en oeuvre le procede
EP0728918A2 (fr) Dispositif d&#39;admissions pour moteur à combustion de type à pistons
DE4106918B4 (de) Mehrzylinder-Brennkraftmaschine mit einer Ein-/Auslaß-Steuerung mit Überschneidung der Steuerzeiten sowie einer mehrflutigen Abgasanlage
DE2449628B2 (de) Zweitakt-brennkraftmaschine
DE19801204B4 (de) Sauganlage für eine Verbrennungsluftversorgung einer Brennkraftmaschine

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IT LI LU MC NL PL PT RO SE SI SK TR

AX Request for extension of the european patent

Extension state: AL HR LT LV MK

17P Request for examination filed

Effective date: 20060901

AKX Designation fees paid

Designated state(s): DE FR GB

17Q First examination report despatched

Effective date: 20061211

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: FORD GLOBAL TECHNOLOGIES, LLC, A SUBSIDARY OF FORD

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): DE FR GB

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 502004012567

Country of ref document: DE

Effective date: 20110714

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed

Effective date: 20120302

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 502004012567

Country of ref document: DE

Effective date: 20120302

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 20120726

Year of fee payment: 9

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20120831

Year of fee payment: 9

Ref country code: FR

Payment date: 20120809

Year of fee payment: 9

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20130824

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20140301

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

Effective date: 20140430

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 502004012567

Country of ref document: DE

Effective date: 20140301

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20130824

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20130902